Патент USA US2115064код для вставки
April 26, 1938. w. M. DWYER CAR CONSTRUCTION 2,115,064 ' Filed Jan. 11, 1935 [men tar William M Dwyer Patented Apr. 26, 1938 2,115,064 r '1, UNITED STATES PATENT‘ OFFICE!‘ CAB- CONSTRUCTION William M. Dwyer, Chicago, 111.,’ assignor' to W. H. Miner, Inc., Chicago, 111., a corporation ' oi‘ Delaware Application January 11, 1935, Serial No. 1,278 4 Claims. This invention relates to improvements in car construction. One object of the invention is to provide in a railway car structure, means located at oppo 5 site ends of the car yieldingly embracing the lading and reacting between the car structure and lading to absorb shocks imparted to the latter in directions lengthwise of the car due to starting and stopping of the car and sudden 10 changes in speed thereof, thereby protecting both the car structure and the lading from damage. - ' Another object of the invention is to provide means of the character indicated in the preced 15 ing paragraph, in the form of resilient end mem bers on the railway car, especially adapted for use in connection with lading in ‘the form of a plurality of freight container units. Still another object of the invention is to pro vide shock absorbing means in the form of abut 2 ment members. respectively at opposite ends of a railway car, which abutment members are forced inwardly toward each other, by yielding means, to embrace and clamp therebetween a a plurality of freight container units arranged in series lengthwise of the car and cushion said container units against shocks, said abutment members being adjustable away from each other lengthwise of the car against the pressure of said 30 yielding means to temporarily effect spreading apart of said members to permit loading of groups of different sized containers therebetween, said members being returned to clamping con dition by the action of the yielding means. 35 A more speci?c object of the invention is to provide in connection with a shock absorbing means of the character described in the preced ing paragraph, mechanism for adjusting the abutment members toward and away from each 40 other and temporarily holding the same in any desired position of adjustment while subject to the in?uence of the cushioning action of the yielding means. Y Other objects of the invention will more clear-. 45 ly appear from the description and claims here inafter following. In the drawing, forming a part oi‘ this speci?ca tion, Figure l is a part top plan view and part horizontal sectional view of one ‘end portion of 50 a railway car, illustrating my improvements in connection therewith, said view being partly broken away, and the horizontalv section corre sponding substantially to the line l--l of Figure 3. Figures 2 and 3 are longitudinal, vertical 55 sectional views, corresponding respectively to the (01. 105-454) lines 2-2 and 3-3 of Figure 1. Figure 4 is a transverse, vertical sectional view, partly broken away, corresponding substantially to the line 4—4 01’ Figure 2, said view being to one side of the center line of the car. . 5 ‘In said drawing, l0 indicates a portion of the end structure vof the underframe oi the car. The underframe structure in includes center sills ll-l I, and end' sill l2, and side sills, said center, end, and side sills being shown as formed of a 10 single casting and integral with the underframe structure proper of the car. One of the side sills only is shown, the same being indicated by 13 in the drawing. The‘underframe structure I0 is also provided with diagonal braces, one of which 15_ is shown and indicated by l4. Floor braces are also employed extending between the center sills and the diagonal braces l4, one only of said _ ?oor braces being shown, the same being indi cated by -| 5. The center sills are provided with 20 the usual stop lugs l8—l6 and i6—l6 and the end sill has a striking face i‘l which cooperates with the usual coupler Ill. The shock absorb ing mechanism of the railway car and cooperat ing elements are not shown in the drawing. The 25 end sill i2 has the usual vertical web I9 and top and bottom, inwardly extending, horizontal ?anges 20-40. .My improvements comprise broadly a sliding end member A at each end of the car; springs 30 B—B and B—B opposing outward movement of a the end member; and combined adjusting and ' holding, means C-C cooperating with the end member for moving the same outwardly against the pressure of the springs and temporarily hold- 35 ing said end member in adjusted position. In carrying out the invention, I provide each of the end sills with two sets of spaced, vertical webs 2l'—2| and 2 I—2|, thereby providing spring pockets 22—22 at opposite sides of the end 01’ the 40 car. Each pocket is de?ned by the webs 2i-2l and the top and bottom ?anges 20—20 of the end sill I2. , The sliding end member comprises a shelflike portion 23 extending from one side to the other 45 of the car, a vertical abutment wall 24 at the forward edge of said shelf 23, and a pair of de pending spring abutments 25-25 between‘ the front and rear ends of said shelf 23. Each abut ment 25 is formed by a transverse vertical wall 50 26 and bracing side webs 2'l—2‘| of substantially triangular outline, as clearly shown in Figure 3. The webs 21-21 are formed integral with the shelf portion 23. As most clearly shown in Fig ures 2 and 3, the central portion of the shelf is 55 , 2,1 15,064 slightly raised with respect to the front portion thereof, said"raised section being indicated by 26. The raised section 23 has the upper surface there of disposed substantially in the plane of the lad . walls 2-4-24‘ of said end members A—A. Upon a . shock being imparted to the lading of the car, the lading will be projected against either of the end members A, thereby moving said end member ing supporting portion of the car. The - shelf outwardly against the resistance of the cooperat "is also provided with depressed rearward exten-v ingsprings 3-3 and 13-3. The springs are of 5 sions 29 at opposite sides thereof which’ engage su?icient capacity to restore the end member to' beneath the corresponding ?oor braces l6,-ther'e its original position. In loading a car with con by preventing upward tilting of the rear end of tainer units, the units are arranged in series in said end member A. The depressed forward end ' section-of-the shelf” of the end member A is slidingly supported on the top flange 20 ofthe endsill l2 andon the center sills I lg-I I‘. As most clearly shown in Figure 3, the central section of 15 the wall 26 of the spring abutment 25 is thick ' ened, and said thickened section is provided with a transverselycurvedseat,- as indicated at, 30. The springs 3-3 and B-B are arranged in one or more groups, each group extending, lengthwise of the car between the abutment ‘ membersA-A. The abutment members A—A are preferably so arranged and designed that they exert a yielding pressure on the opposite .ends of the series of container, units at all times, thereby preventing damage to the containers, ’which might otherwise occur due ‘to the con- > tainers being spaced apart with respect tole'ach ' pairs at opposite sides of the end of the car, each _ other. As will be evident adjustment of the end -20 pair being contained in the corresponding spring pocket 22. Each of the springs B has its front and rear ends bearing respectively on the inner side of-the vertical web i9 01' the‘end sill I2 and the wall 26 of the corresponding spring abut 25 members serves to increase or decrease the dis tance between said members thus allowing for differences in overall length of different groups of 20 containers due’ to difference in sizes of containers comprisedirrsaid different groups- " In .loading' a car, the operation of ‘my im . .The combined‘ adjusting and holding means proved mechanism is as follows: ‘Either one or 25 C—C cooperate with the spring abutments 25-45‘ .both of the abutments A—A of the car‘are ad at opposite sides of the end of the car. Each justed outwardly to an extent to permit the ‘ combined adjusting and holding means C com placing of theseries of container units there 30. prises a bolt'3l headed at the forward end, as between. The outward movement of each end 30 indicated at 32. The head of the bolt 3| has an member A is e?ected by adjusting the bolts opening 33 therethrough,.adapted to receive an 3i—-3l. In adjusting each bolt 3i, the nut 36 operating bar by which'the bolt may be rotated thereof is screwed on to the bolt, thereby pull-l to adjust the same. 7 The head 32 of ’ each bolt' ' ing the abutment end member A outwardly. As 35 is also provided with an annular ?ange 34 at the will be evident, the sliding rocking engagement inner end which bears on the outer side of the of the nut 36 of each adjustable bolt 3| on the vertical web IQ of the end sill l2. The bolt 3i . bearing seat of the corresponding spring abut extends between the springs B-_-B at the corre ment member 26 of the end member A permits sponding side of the end of the car and has its adjustment of the bolts independently without 40 rear end threaded, as indicated at '35. A nut 36 binding thereof. as the bolts may'angle lateral‘ is mountedon the threaded portion 35 of the ly. When theseries of containers has been bolt and has a transverselycurved-bearing face loaded between' the‘ and members A—A, the ment 25. ' ' a 31which engages in the curved seat 30 so that bolts 3l-—3| are adjusted in a reverse direction, the‘bolt vmay angle laterally with respect to the ' thereby permitting the springs 13-3 and B—-B longitudinal axis of the car. = A locking element , to move the end member A against the adjacent 45 container of the series. As will be evident, the containers are thus yieldingly clamped between to prevent accidentalremoval of the nut 36 from ' the end members A—A at opposite ends of the’ the bolt 3|. When the bolt is turned, the nut car. 50 36 is held against rotation. by the flat top and I have'herein shown and described what I bottom faces thereof engaging the straight top' now consider the preferred manner of carrying and bottom walls 39-.—39 of the-seat 30. As out my invention, but the same is merely illus shown most clearly in Fig‘. 3, the threaded porév trative and I contemplate all changes and modi tions of the bolts‘are of su?lcient length to per - ?cations that come within the scope of the I _ > 55 mit full outward adjustment of each member A ' claims appended hereto. 55 [to a position where movement thereof is limited‘ I claim: by engagement of the wall 26 with the inner 1. In a railway car including an underframe' in the form ofa small bolt 38, extending through the inner end of the shank of thebolt 3|, serves edges of the-?anges ‘20-40, of the corresponding end sill. The parts are-s0 proportioned that the outward movement of the » end member A is stopped by the shouldered engagementof the wall 26 with the ?ange 26 of the end sill at a point where the abutmentv wall of the end member A is spaced inwardly from the front or outer face 65 of the end sill l2'ofthe car. ‘Thus the end mem her is at all times within the outer limits of the end of the car and movement of said end mem ber in no wise interferes with the clearance lim its prescribed in modernrailway practice. ' .As willbe evident, the construction of the end members A—A and cooperating parts is the ' .same at‘ the opposite ends of the car and the 70 ' ,end' members serve as yielding shock absorbing ' means to absorb the shocks imparted to the lad 76 ing which is disposed between the abutment structure provided with horizontal ?oor braces, the combination with an end member at each end of the car slidingly supported on said under 60 frame; of yielding means reacting between the underframe structure and each end member to yieldingly oppose outward movement of said end member; and a guide shelf on each member slidingly engaged underneath the floor brace at‘ the corresponding end of the car. _ 2. In a‘railway car including an underfrarne structure provided'with a horizontal ?oor brace at each'end of the car, the combination with > sliding abutment members‘ at opposite ends of 70 the car, said abutment members having shoul- V dered engagement with said floor braces to limit inward movement of said members; of yielding means opposing outward movement of said abutment members. ' 3 2,115,064 3. In a railway car body comprising support ing means extending lengthwise thereof for sup porting a group of freight containers arranged in series lengthwise of the car, the combination with an end member on the car including a con tainer supporting section and a. transverse wall rigid therewith; of guide means slidingly sup porting said member at the end of said support ing means; stop means for limiting outward movement of said end member to a position within the end limits of the car body; a ?xed abutment on the car; shock absorbing spring means interposed between said end member and the ?xed abutment means yieldingly opposing 15 outward movement of said end member; and means for adjusting said end member outwardly and inwardly to conform with di?erent sizes in length of container groups, said adjusting means including an outwardly and inwardly movable 20 element having outward pushing contact with said end member and a screw member for ad justing said movable element, said screw having a projecting operating head portion exterior of the end of the car. 4. In a railway car, the combination with an underframe structure including transverse end sills; of a sliding end member at each end of the car spaced inwardly from the outer limits of said end sills, each end member having an abutment wall for the lading of the car; yield ing means opposing outward sliding movement of each end member; combined adjusting and 10 holding means ‘for spreading said members apart lengthwise of the car to accommodate different over-all lengths of lading therebe tween, permitting further outward yielding of said members, and for holding said members against inward movement from said adjusted position; and stop means for limiting outward movement of said end members to a position spaced inwardly from the outer limits of said end sills. ' WILLIAM M. DWYER. ""